Boy 'n' the hood
I wanted to know where I can get a hood like the unit on Project M3 Turbo. I'm assuming it's some sort of carbon-kevlar composite.
It's funny you brought this up. The company you'll want to contact is Vorsteiner (www.vorsteiner.com). After using the Vorsteiner hood on Project M3 Turbo, we obtained a dual-vented hood for Project 645i. Vorsteiner's unique vacuum-forming process allows the parts to be up to a claimed 60 percent lighter than the factory panels. Each Vorsteiner part is fully handcrafted. Although the Vorsteiner hood was supposed to be a 'temporary' mod, we've come to adore its stunning appearance. Folks simply stop in their tracks and stare at the 6 Series. It's as badass as they come. Now we've got to find a way to get a significant boost in power from its V8.
I currently own a 1984 Rabbit GTI with the stock eight-valve four-cylinder engine. Everything under the hood is stock, with the exception of the exhaust, which is a two-inch downpipe to a three-inch exhaust. I was interested in upgrading the intake to make up for the better airflow from the exhaust. I am an amateur mechanic and interested in VWs as a hobby. I was wondering: if I put an Audi 5000 throttle body on a modified Rabbit intake, what else would be involved? I realize bigger valves, ported and polished heads, etc., would help power, I just need something that is do-able in your personal garage, so to speak. Any and all help would be much appreciated.
CPL USMC (FWD)
The throttle body swap is an easy process for an amateur mechanic. There are two options. The easiest is using an Audi 5000 throttle body. The more difficult is to use a Volkswagen A2 throttle body, since you have to swap the linkage. Whichever option you pursue, you will need the tools to remove the intake manifold, a Dremel kit, the larger throttle body gasket, and a permanent marker. The first step is to use the gasket as a template to show what needs to be Dremeled away. Bolt the gasket to the intake manifold and use the marker to mark the material to be removed. Remove the gasket and Dremel the excess material. Another modification that can easily be done is the installation of a high performance camshaft, one with a higher lift and duration. This will help optimize your new larger throttle body and enhance your existing exhaust.
It's all super
I bought a 2000 Boxster and recently discovered a supercharger installed on the thing. Do you know of anyone who currently markets a supercharger for the 2.7? I read your article on the attempt to supercharge the Boxster, and mine displays none of the problems the article suggests.
Hmm, that's odd. Well, if the supercharger system is well engineered, there's a chance you might not notice its operation. The supercharger's linear power could mimic the factory curve... there'll just be more of it. If you say your Porsche is running fine, chances are it's been augmented with a system from TPC (Turbo Performance Center). Although TPC's first generation of Boxster superchargers was fairly primitive, they've no doubt upgraded its design. We're happy you're happy.
Bugged by the lack of Bugs
I have been a subscriber since the early '90s (remembering the good old days of VW & Porsche) and I will not be renewing my sub next year. I've been looking through the December 2006 issue. Nothing VW, one story on a crazy Porsche. A bunch of BMW stories. Have you guys considered renaming the magazine BMW Monthly? You have left your original subscriber base with nothing-no VW projects, not enough cool Porsche things. Maybe you guys have all gotten older and live for your BMWs, but I am still a huge VW and Porsche fan. You guys have abandoned me. BMWs are OK, but I don't worship them like your magazine does now. I wish you luck-you get to carry on without my subscription dollars. Enjoy your BMWs.
If by "a bunch of BMW stories" you mean the ICS roadsters and the wrap on Project M3 Turbo, then, yeah, we feel ya. On second thought, no, we don't. Why would we change the magazine's name to BMW Monthly when the same issue features a heavily modded Audi Avant, drives in not one but two new Porsches as well as an Aston Martin and a Volvo, a road trip lifestyle piece with a Mini Cooper S (yes, Mini technically falls under the BMW Group management umbrella, but call the Cooper S a BMW in the presence of Mini brass and get punched in the mouth), and the issue's centerpiece, a 911-powered RUF Cayman? Also, we hate to have to bring this up, but the magazine is no longer called VW & Porsche. It has, in fact, not been called VW & Porsche since the August 1990 issue, which, if you do the math, is more than 16 years ago as of this writing. There's now a lot more for us to cover than products born strictly out of Wolfsburg and Stuttgart. Regardless, we're sorry to lose you and wish you luck in finding a new VW/Porsche-specific magazine to read.
To the point
Project 944. What the hell happened to it?
Project 951 has spent the last year at Precision Motion in Riverside, California, for an engine overhaul. We were getting quite a bit of piston-ring blow-by and wanted to correct it. In the process, our cylinder head was cleaned up and we added a slightly more aggressive street cam. The job took forever due to my inability to be there-having moved to Kansas-and the shop going through its own laborious process of moving. But rest assured, we will have a couple more articles coming before we bring it to a close, and we hope to end with power in the neighborhood of 400 wheel-hp.
I live in Europe. Norway, to be precise. I find your magazine very entertaining, seeing your urge to tune your vehicles to European standards. You must be pretty angry with the fact that your cars are de-tuned from their original state. Let me put things in perspective. In Norway, we pay $100,000 for a 2001 BMW M3 or $350,000 for a 2002 Lambo Murcilago. You should be happy with the fact that you may only have a slight decrease in power, but don't have to pay our taxes. I urge you to think about us in northern Europe who live in tax hell.
Mattis, it sounds like you've got a point.